US6638197B2 - Twin clutch transmission with gear hit noise suppression system - Google Patents

Twin clutch transmission with gear hit noise suppression system Download PDF

Info

Publication number
US6638197B2
US6638197B2 US10/158,161 US15816102A US6638197B2 US 6638197 B2 US6638197 B2 US 6638197B2 US 15816102 A US15816102 A US 15816102A US 6638197 B2 US6638197 B2 US 6638197B2
Authority
US
United States
Prior art keywords
gears
group
groups
condition
speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
US10/158,161
Other languages
English (en)
Other versions
US20020183162A1 (en
Inventor
Soichiro Ogawa
Hidetoshi Shigyo
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Assigned to NISSAN MOTOR CO., LTD. reassignment NISSAN MOTOR CO., LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: SHIGYO, HIDETOSHI, OGAWA, SOICHIRO
Publication of US20020183162A1 publication Critical patent/US20020183162A1/en
Application granted granted Critical
Publication of US6638197B2 publication Critical patent/US6638197B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/0006—Vibration-damping or noise reducing means specially adapted for gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/062—Control by electric or electronic means, e.g. of fluid pressure of a clutch system with a plurality of fluid actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0604—Throttle position
    • B60W2510/0609—Throttle change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B60W2510/0661—Torque change rate
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/10481—Automatic clutch, e.g. centrifugal masses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30401—On-off signal indicating the engage or disengaged position of the clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3067—Speed of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50293—Reduction of vibrations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/144—Inputs being a function of torque or torque demand characterised by change between positive and negative drive line torque, e.g. torque changes when switching between coasting and acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/44—Removing torque from current gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/46—Signals to a clutch outside the gearbox
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S477/00—Interrelated power delivery controls, including engine control
    • Y10S477/904—Control signal is acceleration
    • Y10S477/905—Acceleration of throttle signal
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19228—Multiple concentric clutch shafts

Definitions

  • the present invention relates in general to a twin clutch transmission in which speed gearings are parted into two groups which are selectively operated by respective automatic clutches, and more particularly to a gear hit noise suppression system for use in such twin clutch transmission.
  • twin clutch transmissions are of a type in which gears are parted into two groups each having an automatic clutch, so that operative condition of each group of gears is carried out by selectively engaging the corresponding automatic clutch.
  • a twin clutch transmission for use with a prime mover, which comprises a first group of gears which are operable to select one of a first group of speed gearings with the aid of a first selection mechanism; a second group of gears which are operable to select one of a second group of speed gearings with the aid of a second selection mechanism; a first automatic clutch which is incorporated with the first group of gears to establish the selected one of the first group of gearings when engaged; a second automatic clutch which is incorporated with the second group of gears to establish the selected one of the second group of gearings when engaged; and a control unit which controls the first and second selection mechanisms and the first and second automatic clutches, the control unit being configured to carry out establishing a condition wherein both the first and second automatic clutches are in their engaged conditions and wherein one of the first and second groups of gears is operated to select a certain speed gearing with the aid of the corresponding selection mechanism while leaving the other of the first and second
  • a method of controlling a twin clutch transmission for use with a prime mover including a first group of gears which are operable to select one of a first group of speed gearings with the aid of a first selection mechanism; a second group of gears which are operable to select one of a second group of speed gearings with the aid of a second selection mechanism; a first automatic clutch which is incorporated with the first group of gears to establish the selected one of the first group of gearings when engaged; and a second automatic clutch which is incorporated with the second group of gears to establish the selected one of the second group of gearings when engaged, the method comprising establishing a condition wherein both the first and second automatic clutches are in their engaged conditions and wherein one of the first and second groups of gears is operated to select a certain speed gearing with the aid of the corresponding selection mechanism while leaving the other of the first and second groups of gears in a neutral condition with the aid of the corresponding selection mechanism; and
  • FIG. 1 is a schematic illustration of a twin clutch transmission with a gear hit noise suppression system, according to the present invention
  • FIG. 2 is a table showing a logic of speed gearing change established by the twin clutch transmission of the present invention.
  • FIG. 3 is a flowchart showing operation steps executed by a control unit for controlling the gear hit noise suppression system.
  • FIG. 1 there is shown a twin clutch transmission 100 according to the present invention, which is equipped with a gear hit noise suppression system.
  • the twin clutch transmission 100 illustrated is of an automatic clutch type and constitutes a transaxle of a front drive motor vehicle, which comprises a first input shaft 1 , a hollow second input shaft 2 which is coaxially disposed about the first input shaft 1 to achieve a relative rotation therebetween, first and second main shafts 3 and 4 which extend in parallel with the first and second input shafts 1 and 2 , and a plurality of gears which are arranged on and/or around shafts 1 , 2 , 3 and 4 in an after-mentioned manner.
  • shafts 1 , 2 , 3 and 4 are illustrated to be mounted on a common plane in FIG. 1, actually these shafts 1 , 2 , 3 and 4 are arranged on different planes so as to constitute an after-mentioned gear transmission mechanism.
  • the first input shaft 1 is connectable to a crankshaft 5 of an internal combustion engine “ENG” through a first automatic clutch C 1 which is used for establishing an odd speed gearing (viz., first speed gearing, third speed gearing, fifth speed gearing or reverse gearing), while the second input shaft 2 is connectable to the engine crankshaft 5 through a second automatic clutch C 2 which is used for establishing an even speed gearing (viz., second speed gearing, fourth speed gearing or sixth speed gearing).
  • a first automatic clutch C 1 which is used for establishing an odd speed gearing (viz., first speed gearing, third speed gearing, fifth speed gearing or reverse gearing)
  • second input shaft 2 is connectable to the engine crankshaft 5 through a second automatic clutch C 2 which is used for establishing an even speed gearing (viz., second speed gearing, fourth speed gearing or sixth speed gearing).
  • First and second automatic clutches C 1 and C 2 are of a normally ON type which assumes ON (viz., engaged) state due to a biasing force of a spring or the like under a normal condition and establishes OFF (viz., disengaged) state due to work of a hydraulic or electric actuator upon receiving a given instruction.
  • first input shaft 1 there are integrally connected a 3rd/5th speed input gear 6 , a 1st speed input gear 7 and a reverse input gear 8 in order of the shorter distance from first automatic clutch C 1 .
  • the three gears 6 , 7 and 8 thus rotate together with first input shaft 1 .
  • second input shaft 2 there are integrally connected a 6th speed input gear 9 and a 2nd/4th speed input gear 10 in order of the shorter distance from second automatic clutch C 2 .
  • the two gears 9 and 10 thus rotate together with second input shaft 2 .
  • first main shaft 3 there is integrally connected a first final drive pinion 11 at a position near first and second automatic clutches C 1 and C 2 , and thus pinion 11 rotates together with first main shaft 3 . Furthermore, to first main shaft 3 , there are rotatably connected a 2nd speed output gear 12 , a 3rd speed output gear 13 and a 1st speed output gear 14 in order of the shorter distance from first and second automatic clutches C 1 and C 2 . The three output gears 12 , 13 and 14 thus rotate around first main shaft 3 .
  • second main shaft 4 there are integrally connected a second final drive pinion 15 and a reverse output gear 19 in order of the shorter distance from first and second automatic clutches C 1 and C 2 , and thus pinion 15 and gear 19 rotate together with second main shaft 4 . Furthermore, to second main shaft 4 , there are rotatably connected a 6th speed output gear 16 , a 4th speed output gear 17 and a 5th speed output gear 18 in order of the shorter distance from first and second automatic clutches C 1 and C 2 . The three output gears 16 , 17 and 18 thus rotate around second main shaft 4 .
  • First final drive pinion 11 and second final drive pinion 15 are arranged in a common surface perpendicular to an axis of a final drive ring gear 20 and respectively meshed with gear 20 .
  • a transmission output rotation from first or second drive pinion 11 or 15 to final drive ring gear 20 is distributed to left and right front wheels 22 L and 22 R by a differential gear 21 thereby to run an associated motor vehicle.
  • 2nd speed output gear 12 and 4th speed output gear 17 are meshed with 2nd/4th speed input gear 10
  • 3rd speed output gear 13 and 5th speed output gear 18 are meshed with 3rd/5th speed input gear 6
  • 1st speed output gear 14 is meshed with 1st speed input gear 7
  • 6th speed output gear 16 is meshed with 6th speed input gear 9 .
  • first main shaft 3 there is provided a synchromesh mechanism between 1st speed output gear 14 and 3rd speed output gear 13 , which comprises a 1st/3rd speed coupling sleeve 23 .
  • 1st speed output gear 14 is fixed to first main shaft 3 by a corresponding dog clutch.
  • the engine rotation transmitted to first input shaft 1 from first automatic clutch C 1 is transmitted from 1st speed input gear 7 to first main shaft 3 through 1st speed output gear 14 and then to first final drive pinion 11 , 50 that a first speed gearing is established in transmission 100 .
  • synchromesh mechanism near 2nd speed output gear 12 , which comprises a 2nd speed coupling sleeve 24 .
  • 2nd speed output gear 12 is fixed to the first mail shaft 3 by a corresponding dog clutch.
  • the engine rotation transmitted to second input shaft 2 from second automatic clutch C 2 is transmitted from 2nd/4th speed input gear 10 to first main shaft 3 through 2nd speed output gear 12 and then to first final drive pinion 11 , so that a second speed gearing is established in transmission 100 .
  • a synchromesh mechanism between 4th speed output gear 17 and 6th speed output gear 16 , which comprises a 4th/6th speed coupling sleeve 25 .
  • 4th speed output gear 17 is fixed to second main shaft 4 by a corresponding dog clutch.
  • the engine rotation transmitted to 2nd speed input shaft 2 from second automatic clutch C 2 is transmitted from 2nd/4th speed input gear 10 to second main shaft 4 through 4th speed output gear 17 and then to second final drive pinion 15 , so that a fourth speed gearing is established in transmission 100 .
  • 6th speed output gear 16 is fixed to second main shaft 4 by the dog clutch.
  • the engine rotation transmitted to second input shaft 2 from second automatic clutch C 2 is transmitted from 6th speed input gear 9 to second main shaft 4 through 6th speed output gear 16 and then to second final drive pinion 15 , so that a sixth speed gearing is established in transmission 100 .
  • 5th speed output gear 18 is fixed to second main shaft 4 by a corresponding dog clutch.
  • the engine rotation transmitted to first input shaft 1 from first automatic transmission C 1 is transmitted from 3rd/5th speed input gear 6 to second main shaft 4 through 5th speed output gear 18 and then to second final drive pinion 15 , so that a fifth speed gearing is established in transmission 100 .
  • Reverse output gear 19 on second main shaft 4 and reverse input gear 8 on first main shaft 1 are arranged in a common surface, and these gears 19 and 8 are selectively connectable through a reverse idler gear 27 .
  • reverse idler gear 27 is slidable along an idler shaft 28 .
  • controlling 1st/3rd speed coupling sleeve 23 , 5th speed coupling sleeve 26 and reverse idler gear 27 in the above-mentioned manner is carried out by a first control drum for odd speed gearings, while, controlling 2nd speed coupling sleeve 24 and 4th/6th speed coupling sleeve 25 in the above-mentioned manner is carried out by a second control drum for even speed gearings. That is, by turning the first or second control drum to a controlled position, a desired speed gearing (or reverse gearing) is established by the associated gears.
  • engaged condition of automatic first clutch C 1 or automatic second clutch C 2 is indicated by a circle, and the position assumed by 1st/3rd speed coupling sleeve 23 , 5th speed coupling sleeve 26 , reverse idler gear 27 , 2nd speed coupling sleeve 24 or 4th/6th speed coupling sleeve 25 is also indicated by a circle.
  • first automatic clutch is engaged, 1st/3rd speed coupling sleeve 23 is controlled to assume 1st speed position, and 5th speed coupling sleeve 26 , reverse idler gear 27 , 2nd speed coupling sleeve 24 and 4th/6th speed coupling sleeve 25 are all controlled to assume respective neutral positions.
  • both first and second automatic clutches C 1 and C 2 are kept in their engaged conditions and either one of 1st/3rd speed coupling sleeve 23 , 5th speed coupling sleeve 26 , reverse idler gear 27 , 2nd speed coupling sleeve 24 and 4th/6th speed coupling sleeve 25 is kept at a given power transmitting position.
  • both first and second automatic clutch's C 1 and C 2 are kept engaged and 1st/3rd speed coupling sleeve 23 is kept in 3rd speed position.
  • first main shaft 3 when first main shaft 3 is in an operative condition to actually carry out a power transmission, second main shaft 4 is controlled to be in a neutral condition not to carry out a power transmission. While, when second main shaft 4 is in an operative condition to actually carry out a power transmission, first main shaft 3 is controlled to be in a neutral condition not to carry out a power transmission. Accordingly, even when both first and second automatic clutches C 1 and C 2 are kept engaged during the power transmission switching between first and second main shafts 3 and 4 , no problem takes place.
  • a control unit 30 including a micro-computer is employed.
  • the computer generally comprises CPU (central processing unit), RAM (random access memory), ROM (read only memory) and input and output interfaces.
  • 1st/3rd speed coupling sleeve 23 takes a right operative position, viz., 3rd speed position. Under this condition, the engine rotation transmitted to first input shaft 1 from first automatic clutch C 1 is transmitted from 3rd/5th speed input gear 6 to first main shaft 3 through 3rd speed output gear 13 and then to first final drive pinion 11 and to final drive ring gear 20 .
  • second automatic clutch C 2 assumes its engaged condition. Accordingly, the engine rotation transmitted to second input shaft 2 can be transmitted from 2nd/4th speed input gear 10 to 2nd speed output gear 12 and 4th speed output gear 17 . However, subsequent power transmission from gear 12 or 17 to first main shaft 3 or second main shaft 4 is not permitted because the corresponding coupling sleeve 24 or 25 assumes neutral position. That is, the third speed gearing of transmission 100 is carried out having both first and second automatic clutches C 1 and C 2 kept in their engaged conditions.
  • second automatic clutch C 2 for the fourth speed gearing is released from the engaged condition, and then, 4th/6th speed coupling sleeve 25 is shifted leftward to the 4th speed position.
  • 4th speed output gear 17 becomes fixed to second main shaft 4 thereby to produce a power transmission path including gear 17 and shaft 4 .
  • a control is so made that before making the actual fixing of 4th speed output gear 17 to second main shaft 4 , the release of second automatic clutch C 2 takes place, so that the engine rotation is not transmitted to second input shaft 2 and thus the third speed gearing is still maintained in transmission 100 .
  • second automatic clutch C 2 for the fourth speed gearing is brought into engaged condition while gradually releasing first automatic clutch C 1 for the third speed gearing.
  • the shift up changing from the third speed gearing to the fourth speed gearing is actually carried out, so that the engine rotation transmitted to second input shaft 2 from second automatic clutch C 2 is transmitted from 2nd/4th speed input gear 10 to second main shaft 4 through 4th speed output gear 17 and then to second final drive pinion 15 .
  • both first and second automatic clutches C 1 and C 2 are kept engaged. This means that even when the gears of one group assume a neutral condition disabling a power transmission by the group, the corresponding automatic clutch C 1 or C 2 is kept engaged inputting the engine rotation to the gear group which is at rest. Accordingly, if no measures are taken in the above-mentioned construction of transmission 100 , the following undesired phenomenon tends to occur.
  • automatic clutch C 1 or C 2 that is incorporated with one gear group that is at a rest (viz., neutral condition) is enforcedly brought to a released condition from an engaged condition.
  • control unit 30 Operation steps executed by control unit 30 for achieving such control are shown in the flowchart of FIG. 3 .
  • step S 31 judgement is carried out as to whether a gear hit noise suppression control (which is shortened and designated by G.H.N.S.C. in the drawings) has not been carried out yet or is being carried out by checking ON/OFF condition of a corresponding control flag. If YES at step S 31 , that is, when it is judged that the gear hit noise suppression control has not been carried out yet, the operation step goes to step S 32 . At this step S 32 , judgement is carried out as to whether the automatic clutch C 1 or C 2 incorporated with the gear group under neutral condition is engaged or not. By this judgement, determination is carried out as to whether transmission 100 is under changing of speed gearing or not.
  • step S 33 judgement is carried out as to whether condition for carrying out the gear hit noise suppression control is fulfilled or not.
  • an engine throttle opening degree TVO detected by a throttle sensor S 1 (see FIG. 1) and an engine rotation speed Ne detected by an engine speed sensor S 2 may be used.
  • step S 33 when a rate of change of the throttle opening degree TVO per unit time exceeds a predetermined value, or when a rate of change of engine output torque per unit time, which is estimated from the throttle opening degree TVO or engine rotation speed Ne, exceeds a predetermined value, it is judged that a possibility of producing a gear hit noise arises, that is, condition for carrying out the gear hit noise suppression control is fulfilled. If YES at step S 33 , that is, when it is judged that condition for carrying out the gear hit noise suppression control is fulfilled, operation flow goes to step S 34 . At this step 534 , a control flag is put ON for showing that the gear hit noise suppression control is under operation. Then, operation flow goes to step S 35 to release the automatic clutch C 1 or C 2 for the gear group that is at rest (viz., under neutral condition).
  • step S 33 if NO at step S 33 , that is, when it is judged that condition for carrying out the gear hit noise suppression control is not fulfilled, operation flow goes to step S 36 .
  • step S 36 a control flag is put OFF for showing that the gear hit noise suppression control is not under operation.
  • step S 37 operation flow goes to step S 37 to engage the automatic clutch C 1 or C 2 for the gear group that is at rest (viz., under neutral condition). With this, the gear hit noise suppression control is ended.
  • step S 31 If NO at step S 31 , that is, when it is judged that the gear hit noise suppression control is being carried out, operation flow directly goes to step S 33 , and thus the gear hit noise suppression control is continued so long as the condition for carrying out the control is kept fulfilled, and when the condition becomes not fulfilled, the gear hit noise suppression control becomes ended through steps S 36 and S 37 .
  • step S 32 If NO at step S 32 , that is, it is judged that the automatic clutch C 1 or C 2 incorporated with the gear group under neutral condition is not engaged, that is, transmission 100 is under changing of speed gearing, the gear hit noise suppression control is instantly ended. That is, in such case, the suppression control is inhibited so as to avoid interruption of the control to the changing of speed gearing.
  • step S 33 when one gear group assumes a neutral condition bringing about a stand-by state (step S 33 ) for producing undesired gear hit noise, automatic clutch C 1 or C 2 incorporated with such gear group is released from the engaged condition (step S 35 ).
  • step S 35 transmission of engine rotation to such gear group at rest is not allowed and thus undesired gear hit noise, which would be produced by such gear group, is not produced.
  • the critical condition which may bring about undesired gear hit noise For finding or judging the critical condition which may bring about undesired gear hit noise, the time when a rate of change of the throttle opening degree TVO per unit time or a rate of change of engine output torque per unit time exceeds a given value is used. That is, for finding or judging the critical condition, an abnormal change of engine load is employed. Accordingly, the critical condition that may bring about the gear hit noise can be correctly detected, and thus the undesired gear hit noise can be assuredly suppressed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Transmission Device (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Structure Of Transmissions (AREA)
US10/158,161 2001-06-01 2002-05-31 Twin clutch transmission with gear hit noise suppression system Expired - Fee Related US6638197B2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2001-166194 2001-06-01
JP2001166194A JP3598998B2 (ja) 2001-06-01 2001-06-01 ツィンクラッチ式歯車変速機の歯車打音防止装置

Publications (2)

Publication Number Publication Date
US20020183162A1 US20020183162A1 (en) 2002-12-05
US6638197B2 true US6638197B2 (en) 2003-10-28

Family

ID=19008760

Family Applications (1)

Application Number Title Priority Date Filing Date
US10/158,161 Expired - Fee Related US6638197B2 (en) 2001-06-01 2002-05-31 Twin clutch transmission with gear hit noise suppression system

Country Status (3)

Country Link
US (1) US6638197B2 (ja)
JP (1) JP3598998B2 (ja)
DE (1) DE10223226B8 (ja)

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040069082A1 (en) * 2002-10-15 2004-04-15 Melissa Koenig Method for controlling the positioning of the synchronizers of a dual clutch transmission
US20040182187A1 (en) * 2003-03-19 2004-09-23 Nissan Motor Co., Ltd. Shift control apparatus and method for automated twin clutch transmission
US20040204288A1 (en) * 2003-04-09 2004-10-14 Nissan Motor Co., Ltd. Multistage automatic transmission
US20050081661A1 (en) * 2003-10-12 2005-04-21 Kim In C. Double clutch transmission
US20050115344A1 (en) * 2003-11-27 2005-06-02 In Chan Kim Double clutch transmission
US20060247094A1 (en) * 2003-03-25 2006-11-02 Fowler Paul M System and method for controlling engagement of a clutch
US20060266144A1 (en) * 2004-01-07 2006-11-30 Volkswagen Ag Twin-clutch transmission for a motor vehicle
US20070107542A1 (en) * 2003-02-08 2007-05-17 Zf Friedrichshafen Ag Six-gear or seven-gear dual-clutch transmission
US20080148900A1 (en) * 2005-02-01 2008-06-26 Renault S.A.S Partitioned Gearbox
US20090192015A1 (en) * 2008-01-30 2009-07-30 Gm Global Technology Operations, Inc. Driver Intention Detection Algorithm for Transmission Control
US20100107810A1 (en) * 2008-10-30 2010-05-06 Yamaha Hatsudoki Kabushiki Kaisha Twin clutch transmission, and vehicle equipped therewith
CN101858420A (zh) * 2009-04-02 2010-10-13 通用汽车环球科技运作公司 五档双离合变速器
US20100269608A1 (en) * 2009-04-22 2010-10-28 Gm Global Technology Operations, Inc. Dual clutch transmission
US20110237388A1 (en) * 2008-12-09 2011-09-29 Borgwarner Inc. Automatic transmission for a hybrid vehicle
US9086170B2 (en) 2009-06-29 2015-07-21 Borgwarner Inc. Hydraulic valve for use in a control module of an automatic transmission
US20150276040A1 (en) * 2012-10-31 2015-10-01 Parker-Hannifin Corporation Gear Control System for Vibration Attenuation
US9470292B2 (en) 2012-03-23 2016-10-18 Pacific Rim Engineered Products (1987) Ltd. Dual clutch type power transmission with alternative torque transmission path providing alternative ratios
US20170067541A1 (en) * 2015-09-08 2017-03-09 GM Global Technology Operations LLC Dual input transmission
US9822873B2 (en) 2012-03-23 2017-11-21 Pacific Rim Engineered Products (1987) Ltd. Gear engagement mechanism for transmissions and related methods

Families Citing this family (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4493934B2 (ja) * 2003-05-21 2010-06-30 富士重工業株式会社 自動変速機の変速制御装置
KR100569141B1 (ko) 2003-12-10 2006-04-07 현대자동차주식회사 이중 클러치 변속기
DE102004001709B4 (de) * 2004-01-13 2013-04-25 Audi Ag Antriebsaggregat für Kraftfahrzeuge
DE102004012909A1 (de) * 2004-03-17 2005-10-06 Daimlerchrysler Ag Doppelkupplungsgetriebe
ATE397732T1 (de) * 2004-04-23 2008-06-15 Fiat Ricerche Fahrzeuggetriebe mit doppelter kupplung
JP2006029476A (ja) * 2004-07-16 2006-02-02 Nissan Motor Co Ltd 駆動力伝達装置
EP2463553A3 (en) * 2005-02-10 2013-01-16 BorgWarner Inc. Dual clutch transmission
JP4530964B2 (ja) 2005-09-30 2010-08-25 本田技研工業株式会社 車両用動力伝達装置
JP4939049B2 (ja) 2005-12-28 2012-05-23 本田技研工業株式会社 ツインクラッチ式歯車変速機における変速制御方法
JP4772534B2 (ja) 2006-02-27 2011-09-14 本田技研工業株式会社 パワーユニット
DE102006022183B4 (de) * 2006-05-12 2015-04-09 Daimler Ag Doppelkupplungsgetriebe
JP4895115B2 (ja) * 2007-03-06 2012-03-14 本田技研工業株式会社 自動変速装置
JP4895116B2 (ja) * 2007-03-06 2012-03-14 本田技研工業株式会社 自動変速装置
JP4977904B2 (ja) * 2008-01-31 2012-07-18 本田技研工業株式会社 ツインクラッチ式変速装置
JP5218173B2 (ja) * 2009-03-12 2013-06-26 富士通株式会社 無線送信機の位相補正装置、無線送信機の歪補償装置
DE102009014705B4 (de) * 2009-03-27 2011-05-05 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Doppelkupplungsgetriebe
US8302500B2 (en) * 2009-04-22 2012-11-06 GM Global Technology Operations LLC Dual clutch transmission
US9249863B2 (en) * 2009-04-22 2016-02-02 Gm Global Technology Operations, Llc Dual clutch transmission
US8375817B2 (en) * 2009-04-22 2013-02-19 GM Global Technology Operations LLC Dual clutch transmission
DE102010024580A1 (de) * 2010-06-22 2011-12-22 Schaeffler Technologies Gmbh & Co. Kg Antriebseinheit mit einem elektromotorischen Antrieb für zwei Differenzwellen eines Ausgleichsgetriebes
JP5865651B2 (ja) * 2011-09-29 2016-02-17 ヤマハ発動機株式会社 車両の制御装置、車両及び原動機
JP6368778B2 (ja) * 2013-10-11 2018-08-01 ボルボトラックコーポレーション 惰性走行状態を終了する際に車両のマルチクラッチ変速機の変速段を予選択する方法、コンピュータプログラム、コンピュータ可読媒体及びその方法を実行すべく構成されている制御装置
US10336339B2 (en) * 2015-02-25 2019-07-02 Schaeffler Technologies AG & Co. KG Method for controlling a powertrain
CN107202161B (zh) * 2017-05-05 2019-02-19 广州汽车集团股份有限公司 双离合器变速器的预挂挡控制方法、系统及车辆
KR102465897B1 (ko) * 2017-12-04 2022-11-11 현대자동차주식회사 Dct 차량의 급가속 시 변속 제어 방법

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08320054A (ja) 1995-05-24 1996-12-03 Toyota Motor Corp 歯車式変速装置
JPH09196164A (ja) 1996-01-24 1997-07-29 Toyota Motor Corp 車両用自動変速機の変速制御装置
JPH1089457A (ja) 1996-08-08 1998-04-07 Volkswagen Ag <Vw> ツインクラッチ式変速機のシフト方法およびツインクラッチ式変速機
JPH1137260A (ja) 1997-07-15 1999-02-12 Toyota Motor Corp ツインクラッチ式変速機の変速制御装置
US5881600A (en) * 1996-04-16 1999-03-16 Ford Global Technologies, Inc. Transmission for motor vehicles
JPH1182727A (ja) 1997-09-08 1999-03-26 Aisin Aw Co Ltd 自動変速機の制御装置
JPH1182729A (ja) 1997-09-03 1999-03-26 Toyota Motor Corp ツインクラッチ式自動変速機の変速制御装置
JPH11201271A (ja) 1998-01-13 1999-07-27 Toyota Motor Corp 自動変速機の飛び越しダウンシフト制御装置
JP2001295898A (ja) 2000-04-17 2001-10-26 Aichi Mach Ind Co Ltd 自動車用多段変速機

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2602848B2 (ja) * 1987-09-30 1997-04-23 株式会社東芝 半導体装置の製造方法
JPH01137260A (ja) * 1987-11-25 1989-05-30 Fuji Photo Film Co Ltd 電子写真感光体
JPH01182727A (ja) * 1988-01-14 1989-07-20 Agency Of Ind Science & Technol 超音波による力の測定方法
DE19853824A1 (de) * 1998-11-21 2000-05-31 Getrag Getriebe Zahnrad Automatisierbarer Kraftfahrzeug-Antriebsstrang sowie Verfahren zum Steuern eines solchen Antriebsstranges

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08320054A (ja) 1995-05-24 1996-12-03 Toyota Motor Corp 歯車式変速装置
JPH09196164A (ja) 1996-01-24 1997-07-29 Toyota Motor Corp 車両用自動変速機の変速制御装置
US5881600A (en) * 1996-04-16 1999-03-16 Ford Global Technologies, Inc. Transmission for motor vehicles
JPH1089457A (ja) 1996-08-08 1998-04-07 Volkswagen Ag <Vw> ツインクラッチ式変速機のシフト方法およびツインクラッチ式変速機
US5915512A (en) 1996-08-08 1999-06-29 Volkswagen Ag Method for shifting a twin-clutch transmission and twin-clutch transmission arrangement
JPH1137260A (ja) 1997-07-15 1999-02-12 Toyota Motor Corp ツインクラッチ式変速機の変速制御装置
JPH1182729A (ja) 1997-09-03 1999-03-26 Toyota Motor Corp ツインクラッチ式自動変速機の変速制御装置
JPH1182727A (ja) 1997-09-08 1999-03-26 Aisin Aw Co Ltd 自動変速機の制御装置
JPH11201271A (ja) 1998-01-13 1999-07-27 Toyota Motor Corp 自動変速機の飛び越しダウンシフト制御装置
US6009768A (en) 1998-01-13 2000-01-04 Toyota Jidosha Kabushiki Kaisha Skip downshift control apparatus for automatic transmission
JP2001295898A (ja) 2000-04-17 2001-10-26 Aichi Mach Ind Co Ltd 自動車用多段変速機

Cited By (38)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6883394B2 (en) * 2002-10-15 2005-04-26 Borgwarner, Inc. Method for controlling the positioning of the synchronizers of a dual clutch transmission
US20040069082A1 (en) * 2002-10-15 2004-04-15 Melissa Koenig Method for controlling the positioning of the synchronizers of a dual clutch transmission
US20070107542A1 (en) * 2003-02-08 2007-05-17 Zf Friedrichshafen Ag Six-gear or seven-gear dual-clutch transmission
US7287442B2 (en) * 2003-02-08 2007-10-30 Zf Friedrichshafen Ag Six-gear or seven-gear dual-clutch transmission
US20040182187A1 (en) * 2003-03-19 2004-09-23 Nissan Motor Co., Ltd. Shift control apparatus and method for automated twin clutch transmission
US6978691B2 (en) * 2003-03-19 2005-12-27 Nissan Motor Co., Ltd. Shift control apparatus and method for automated twin clutch transmission
US7491152B2 (en) 2003-03-25 2009-02-17 Eaton Corporation System and method for controlling engagement of a clutch
US20060247094A1 (en) * 2003-03-25 2006-11-02 Fowler Paul M System and method for controlling engagement of a clutch
US20040204288A1 (en) * 2003-04-09 2004-10-14 Nissan Motor Co., Ltd. Multistage automatic transmission
US7025707B2 (en) * 2003-04-09 2006-04-11 Nissan Motor Co., Ltd. Multistage automatic transmission
US20050081661A1 (en) * 2003-10-12 2005-04-21 Kim In C. Double clutch transmission
US7066043B2 (en) * 2003-11-27 2006-06-27 Hyundai Motor Company Double clutch transmission
US20050115344A1 (en) * 2003-11-27 2005-06-02 In Chan Kim Double clutch transmission
US7258032B2 (en) * 2003-12-10 2007-08-21 Hyundai Motor Company Double clutch transmission
US20060266144A1 (en) * 2004-01-07 2006-11-30 Volkswagen Ag Twin-clutch transmission for a motor vehicle
US7383749B2 (en) 2004-01-07 2008-06-10 Volkswagen Ag Twin-clutch transmission for a motor vehicle
US20080148900A1 (en) * 2005-02-01 2008-06-26 Renault S.A.S Partitioned Gearbox
US7976430B2 (en) * 2008-01-30 2011-07-12 GM Global Technology Operations LLC Driver intention detection algorithm for transmission control
US20090192015A1 (en) * 2008-01-30 2009-07-30 Gm Global Technology Operations, Inc. Driver Intention Detection Algorithm for Transmission Control
US20100107810A1 (en) * 2008-10-30 2010-05-06 Yamaha Hatsudoki Kabushiki Kaisha Twin clutch transmission, and vehicle equipped therewith
US8794091B2 (en) * 2008-10-30 2014-08-05 Yamaha Hatsudoki Kabushiki Kaisha Twin clutch transmission, and vehicle equipped therewith
US20110237388A1 (en) * 2008-12-09 2011-09-29 Borgwarner Inc. Automatic transmission for a hybrid vehicle
US8376906B2 (en) 2008-12-09 2013-02-19 Borgwarner Inc. Automatic transmission for a hybrid vehicle
CN101858420A (zh) * 2009-04-02 2010-10-13 通用汽车环球科技运作公司 五档双离合变速器
CN101858420B (zh) * 2009-04-02 2013-08-14 通用汽车环球科技运作公司 五档双离合变速器
US20100269608A1 (en) * 2009-04-22 2010-10-28 Gm Global Technology Operations, Inc. Dual clutch transmission
US8573084B2 (en) 2009-04-22 2013-11-05 GM Global Technology Operations LLC Dual clutch transmission
US9086170B2 (en) 2009-06-29 2015-07-21 Borgwarner Inc. Hydraulic valve for use in a control module of an automatic transmission
US9822873B2 (en) 2012-03-23 2017-11-21 Pacific Rim Engineered Products (1987) Ltd. Gear engagement mechanism for transmissions and related methods
US9470292B2 (en) 2012-03-23 2016-10-18 Pacific Rim Engineered Products (1987) Ltd. Dual clutch type power transmission with alternative torque transmission path providing alternative ratios
US9765873B2 (en) * 2012-10-31 2017-09-19 Parker-Hannifin Corporation Gear control system for vibration attenuation
US20150276040A1 (en) * 2012-10-31 2015-10-01 Parker-Hannifin Corporation Gear Control System for Vibration Attenuation
US20180003286A1 (en) * 2012-10-31 2018-01-04 Parker-Hannifin Corporation Gear Control System for Vibration Attenuation
US11131377B2 (en) * 2012-10-31 2021-09-28 Parker-Hannifin Corporation Gear control system for vibration attenuation
US20220010872A1 (en) * 2012-10-31 2022-01-13 Parker-Hannifin Corporation Gear control system for vibration attenuation
US11940041B2 (en) * 2012-10-31 2024-03-26 Parker-Hannifin Corporation Gear control system for vibration attenuation
US20170067541A1 (en) * 2015-09-08 2017-03-09 GM Global Technology Operations LLC Dual input transmission
US9841081B2 (en) * 2015-09-08 2017-12-12 Gm Global Technology Operations, Llc Dual input transmission

Also Published As

Publication number Publication date
DE10223226A1 (de) 2003-02-20
DE10223226B8 (de) 2008-02-07
JP3598998B2 (ja) 2004-12-08
US20020183162A1 (en) 2002-12-05
DE10223226B4 (de) 2007-09-27
JP2002357267A (ja) 2002-12-13

Similar Documents

Publication Publication Date Title
US6638197B2 (en) Twin clutch transmission with gear hit noise suppression system
US7314427B2 (en) Driving force transmission apparatus
JP5847521B2 (ja) デュアルクラッチ式自動変速機
US7682275B2 (en) Automatic transmission control apparatus
US20180106345A1 (en) Multi-speed transmission
US8408086B2 (en) Automated shift control device and straddle-type vehicle equipped with the same
EP2730814B1 (en) Dual clutch transmission control method, dual clutch transmission, and vehicle mounted therewith
US7025707B2 (en) Multistage automatic transmission
US8140231B2 (en) Abnormal-period automatic shift control apparatus of automated manual transmission
US8387479B2 (en) Dual clutch transmission control device
US8249783B2 (en) Vehicle automatic transmission
JP4924385B2 (ja) 車両の変速制御装置
JP4012759B2 (ja) 車両用変速機
JP3446444B2 (ja) 車両用自動変速機の変速制御装置
JP4696880B2 (ja) クラッチ式変速機の制御装置
JP2006132574A (ja) ツインクラッチ式マニュアルトランスミッションのフェール時変速制御装置
JP6215186B2 (ja) 動力伝達装置
JP3955018B2 (ja) ハイブリッド車両の変速制御装置
US10948052B2 (en) Transmission range adder
US20160377151A1 (en) Multi-speed transmission
US9470293B1 (en) Multi-speed transmission
JP5480209B2 (ja) 車両用自動変速機
JP4529472B2 (ja) 自動変速機の制御装置
JP2004003674A (ja) 車両用変速機の制御装置
JP4210564B2 (ja) 車両用変速機の制御装置

Legal Events

Date Code Title Description
AS Assignment

Owner name: NISSAN MOTOR CO., LTD., JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:OGAWA, SOICHIRO;SHIGYO, HIDETOSHI;REEL/FRAME:012953/0567;SIGNING DATES FROM 20020510 TO 20020514

FEPP Fee payment procedure

Free format text: PAYOR NUMBER ASSIGNED (ORIGINAL EVENT CODE: ASPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

FPAY Fee payment

Year of fee payment: 4

REMI Maintenance fee reminder mailed
LAPS Lapse for failure to pay maintenance fees
STCH Information on status: patent discontinuation

Free format text: PATENT EXPIRED DUE TO NONPAYMENT OF MAINTENANCE FEES UNDER 37 CFR 1.362

FP Lapsed due to failure to pay maintenance fee

Effective date: 20111028